Tank car



K. S. HOWARD TANK CAR Filed May 15, 1951 5 Sheets-Sheet l zmszmz K. S. HOWARD Feb 25, i936w TANK CAR Filed May 15, 1931 5 Sheets-Sheet 2 Inren/ I 2%// j/l ormr/ g 7 fawn eg Feb 25, 193%. K 5 HQWARD EJ032212 TANK CAR Filed May 15, 1951 3 Sheets-Sheet 5 Irn/en/v)" Patented Feb. 25, 1936 UNlTED STATES PATENT OFFICE TANK CAR Karl S. Howard, St. Loui eral Steel Castings Co s, Mo., assignor to Genrporation,

Granite City,

7 Claims.

This invention relates to railway rolling stock and consists particularly in novel construction of tank cars, tenders, and the like.

Tank cars and tenders of ordinary types of construction are usually provided with center or side sills, or both, for transmitting longitudinal forces from end to end of the car, which sills carry the load and transmit pulling and buffing stresses. If located inside the tank, such sills materially decrease the tank capacity and, if located outside the tank, they raise the center of gravity of the car.

The elimination of center and side sills, if possible, would obviously materially reduce the weight and cost of the car and also permit increased tank capacity and lower center of gravity. The main object of my present invention is to provide a tank car structure in which the cylindrical tank alone, without abnormal reinforcement, will be of sufiicient strength to resist longitudinal as well as vertical forces between the bolsters.

I attain this object .and others hereafter appearing in the structure illustrated in the accompanying drawings in which Figure 1 is a horizontal end section taken on the center of the tank of a car embodying my invention.

Figure 2 is a vertical longitudinal section taken on line 2-2 of Figure 1.

Figure 3 is a side elevation of the other end of the car.

Figure 4 is an end elevation of the car.

Figure 5 is a vertical transverse section taken on line 5--5 of Figure 1.

Figure 6 is a horizontal end section corresponding with Figure 1 and showing a modified form of my invention.

Figure 7 is a vertical longitudinal section taken on line 7-7 of Figure 6.

Figure 8 is a vertical longitudinal section corresponding with Figure 7 and showing another modification.

Figure 9 is a detail vertical transverse section taken on line 9-4! of Figure 8.

Figure 10 is a detail vertical transverse section taken on line 10-! 0 of Figure 8.

Figure 11 is a horizontal section corresponding with" Figures 1 and 6 and illustrating still another modification.

Figure 12 is a vertical longitudinal section taken on line l2-l2 of Figure 11.

Figure 13 is a detail vertical transverse section taken on line l3-l3 of Figure 12.

In Figures 1 to 5, I show a tank composed of a main cylindrical portion I which is closed at both ends by dome shaped end sections 2. The tank is supported beneath each end by a combined bolster and draft sill casting which rests upon a truck not shown in detail, but indicated by wheels 3. Each supporting casting includes draft sills 4 and box shaped bolster 5, the latter having the usual jacking pads 9 at each end. An enlargement 7, having a central perforation, is provided in the center of the bottom web of the bolster for receiving the usual center plate (not shown), but the top webs of both the bolster and the adjacent reinforcing structure 6 are imperforate, any holes provided to facilitate casting being welded closed by plates, such as that shown at 8, so that these webs may co-operate to form a portion of the bottom of the tank. Diagonal reinforcing ribs l0 extend across the corners between the outer vertical walls of the reinforcing structure 6 and draft sill 4.

Hand brake standards H, ladders I2 and supporting brackets therefor, and brackets I3 for supporting running boards I4 may be welded, or riveted, or secured in any other suitable manner to the casting.

The main intermediate portion l of the tank is cut out at each end, as at I5, and the edges of the opening formed thereby rest upon curved flanges l6 and I! which form a saddle extending around the bodyof bolster 5 and reinforcing structure 6. Flange I6 merges at its lowest point with the bottom web of the bolster and then curves upwardly and outwardly along the inner face of the bolster and at the top meets the upper flange l1. Flange l1 merges with the top web of the bolster and curves outwardly and upwardly therefrom in conformance with the contour of the adjacent portion of the tank and also extends outwardly from member 6 to provide a support for tank end member 2. The tank sheets are preferably welded to the saddle forming flanges l6 and I! to form a water tight tank bottom.

Hand rail brackets l8 and additional running board supports [9 may be secured to the tank sheet by studs or rivets in the usual manner.

In Figures 6 and '7, a separate tank section has an opening in its lower surface for receiving the bolster and draft sill casting indicated generally at 2|. The inner portion 22 of the tank supporting saddle is elongated and reinforced by ribs 23 for more effectually transmitting longitudinal forces to the tank sheet. The end memf ber 24 and tank sections 20 and 25 are welded to saddle forming flanges 22 and 26, respectively, as in the form previously described.

In Figures 8 to 10 the tank sheet 2'! is continuous to the tank end 3|, there being no opening space between the top and the shouldered inner end of the draft sill structure and the bottom and end wall of the tank recess. forces from the lower part ofthe bolster to the flange 29 and the tank sheet. Longitudinal forces will thus be transmitted directly to the bolster and saddle before being transferred to the tank sheets so that stresses will be distributed over a greater area. 1

j-;In Figures 11,12, and '13, the tank 40 is imperforate and of regular cylindrical shape throughout. Ihe top'fsurface of the bolster at' the middle is at the same level as the of on each side of said offset and including a bolster;

draft sills 3 6 and portions of the upper surfaces of both bolster 35 and draft sills 36 form portions of the supporting saddle 38. Saddle 38 is shaped to conform with the contour of the tank and ribs 39 are provided to reinforce the bolster and the inner'part of the saddle. In this form the center o erav vof h forms previously described. I

It will be seen that in the structures disclosed all longitudinal forcesare transmitted from the draft sills directly to the bolster and supporting saddle through my novel integral casting,'thence to -the tank-sheets, the tank thus forming the sole structuralelement between the end casti'ngs. Due to the fact that the supporting saddle is secured-to a substantial portion ofthe tank sheet and the latter are of substantially equal thickness, these forces are not limited to any particular part of the tank but are distributed gradually over theentire circumference of the tank and conse uently no part of the tank need be particularly reinforced. I havefound that the sheets gfordinary size and'thickness will adequately withstandall pulling and bufiing stresses. 'The above disclosed structures attain the advantages oflow. center of gravity and maximum capacity combined with substantial reduction in weight of the car and conformance with strength'requirements without; unusual reinforcement of the tank itself. r a 1 Obviously, the structures illustrated may be varied as to ther details without departing from the spirit of the invention and I contemplate the exclusive use of all such variations as come within the'scope of my claims.

I claim: v V a r 1. In combination in a railway vehicle, a tank including a continuous wall and having an offset in the lower surface thereof, and structure separate from; said wall and supporting said tank a draft sill, and a saddle forming flange engaging said tank, a portion of the top of said bolster being depressed below the level of the 'upper surface of said draft sill, and respective portions of said 'flange merging with the uppersurface of said bolster anda porton ofv said draft sillspaced beneath the top thereof.

Ribs 30 carry draft 1 secured to a said tank for transmitting longitudinal forces carissOmeWhat higher than in 2. In combination in a railway vehicle, a

draft I sill, a bolster, the upper middle portion of which V is'below the level of the top of said draft sill, a tank carried on and secured to said bolster and extending forwardly therefrom and having a recess in its lower portion to provide a space between the tank and the draft sill.

,3. In combination in a railway vehicle, a tank forming a longitudinal force transmitting element of the vehicle and an integral casting supportingsaid tank at one end and including a. 'draft sill and a bolster, the bolster having a top element extending'partially around and being substantial portion of the surface of thereto, said tank being recessed over said draft sill and said bolster element constituting the'sole longitudinal force transmitting connection between said tank and said casting.

4. -In combination ina railway vehicle, a tank formingthe sole longitudinal structural element of said vehicle, and an integral castingsupporting said tank at one end and'including a draft sill, a bolster, and a saddle forming flange extending partially around and being secured to a substantial portion of the surface of said tank for transmitting longitudinal forces. thereto, said a tank being recessed o'vers'ai'd draft sill,'longitudinal forces being transmitted from said draftsills solely through said bolster and said flange and then distributed'over asu'bstantialportion. of the wall of said tank.

said tankf'said flange and the upper surface of I said bolster beingshaped to conform in general withthe contourlof the adjacentportion of said tank,and the central portions of said flangeand bolster being depressed beneath the upperv ,sur-' face of said'draftl'sill. V

' 6.'In 'a'r'ailway tank vehicle, an end casting including draft sillistructure of. invertedU -section and bolster members projecting laterally therefrom-,- and a complete tank structure supported at one end on said casting and havinga continuous wallindependently of said casting and 5. In combination in a railway vehicle, anim a. reduced end portion 1 recessed longitudinally to overlie the top of said 1 draft sill structure, 'saidtank structure "constituting the sole means forconnecting said end 7 casting to the opposite end of the vehicle.

7; Iri a railway, tank vehicle, an end casting including draftsill structure of inverted 'U-s'ectio'n and'b'olste'r structure extending tranversely of said draft sill structure, the upper central portion of said bolsterstructure being at a lower level than V the top of said draft sill structure, and a complete, tank structure supportedatone. end on saidend casting and having a continuous wall independently of said castingfand re'cessed'transversely and longitudinally .to form a -pocket fitting' over the rear endan'd side corners of said draft sill structure,saidtankserving as the sole means for transmitting longitudinal forces fromsaid end' casting to the'opposite end of'thevehicle.

' s. HO AR 

